Trolley



Jan. 28, 1930. w. ROBERTSON TROLLEY ori inal Filed Nov. 6, 1924 4 Sheets-Sheet 1 for ,d-vn

Jan.- 28, 1930.

w. ROBERTSON TROLLEY W. ROBERTSON TROLLEY Jan. 28, 1930.

Original Filed Nov. 6, 1924 4 Sheets-Sheet 3 anuento: 60 66601071 50/162125 on,

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,TROLLEY Original Filed Nov. 6, 1924 4 Sheets-Sheet 4 Patented Jan. 28, 1930 UNITED STATES PATENT mm WILLIAM ROBERTSON, OF DETROIT, MICHIGAN, ASSIGNOR TO NORTHERN ENGINEER- ING WORKS, OF DETROIT, MICHIGAN, A CORPORATION OF MICHIGAN TROLLEY Original application filed November 6, 1924, Serial No. 748,295. Divided and this application filed J'u1y20,

low head room with all the working partspositioned above the bridge rails. Another object resides in. the provision of a safety construction whereby the trolley frame is relieved from strains incidentto an overtravel of the hoisting element. This "application is a division of my copendi-ng application Ser.

, 2a No. 748,299, filed November 6, 1924.

With these and other objects View, the invention resides in the novel features of construction and combination and arrangements of parts as more fully hereinafter de- 2'5 scribed and claimed. V

Referring to the drawings which are made a part hereof and in which similar reference characters indicate corespond'ing parts:

Figure 1 is a perspective viewshowing the 9 hoist end of the trolley;

Figure 2 is a plan view of the trolley; Figure 3 is an elevation view of Figure 2; Figure 4 is anelevation view of the hoist end of the trolley shown in Figure2;

Figure 5 is an elevation view of the rack end ofthetrolley shown in Figure 2;

'Figure 6 is a plan view of the main frame of the trolley Figure 7 is a sectional view along the line '7--7 of Figure 6'; p 7

Figure Sis a sectional viewalong the line 8-8 of Figure 6;

Figure 9 -is a sectional view along the line 99 of Figure 6;

10- -10 of Figure 6;

Figure 11 is a plan vlew ofthe load girt;

and. I Figure girt.

Figure 10 is a sectional View along the line 12fis an elevation view of the load Serial No. 44,866.

In the drawings reference character 10 iii-- dicates themain frame of the trolley. In tegrally cast with the frame 10 are the end gear casings 11 and 12 respectively. a The frame 10 is also formed with the projection 13 forming a support for the motor 14 and projections 15-, 16 and 17 forming bearings 18, 19 and20 respectively for trolley wheels I 21, 21. Motor 22 is supported. by the main frame at 23. y

'The gear casings 11 and 12 are provided with upper surfaces 24, 25 respectively lying in a common plane. The gear casing 11 is providedwith semi-circular bearing portions 26, 27, 28 and 29. These bearing portion-s accommodate gear shafts carrying gears (not shown) for transferring energy from the motor 22 to the drum '30,

Gear casing" 12 is provided with semi-cin cular bearing portions 31, 32,33 accommodating gear shafts carrying gears for trans ferring energy from the motor 14 to trolley wheels 21 whereby the trolley is driven along bridge rails 34 supporting the trolley wheels 21, 21 as shown in Figure 3; Bearing caps 35 are adapted to be bolted to the complementary trolley wheel bearings 18, 19, 20 for the trolley wheel shafts 36. The centers of the bearing portions of the gear casings 11 and 12 and the trolley wheels 21 are adapted to lie in a commonv plane, certain of the bearings beingaligned as 27, 18, 19; 28, 29, 32; and.20, 20.

Openings 37 are provided in the webs'of the main frame 10 when needed to accommodate the travel of the tool in boring the aligned bearings in a single operationa Prop er' relationship between allv bearings is maintained by reason of the integrally castgearcasings and main frame. The surfaces 24,25 of the gear casings are cast in: the same'plane whereby bothofthese surfaces may be'machined in one operation without changing theadjustment of the tool or casting. Such ma chining insures exact alignment of thebearings and proper contact and relationship of the gears and trolley wheels.

A cap 38 is provided for the'gearcasing 11, the caphaving semi-circular bearing portions corresponding to those of the gear casing.

The surface 39 of the cap is adapted to contact with the surface 24 of the gear casing and the parts bolted together as at 40.

Cap 41 is likewise provided with semi-circular bearing portions corresponding to those of the gear casing 12 to which it is bolted, the surface 42 of the cap contacting with the surface 25 of gear casing 12.

Sheaves 43 receive the hoisting cables from drum 30. The sheaves are mounted on a shaft 44 journaled in the load girt 45 shown in Figures 11 and 12. The load girt comprises longitudinally extending bars 46 and cross bars 47 jo'urnalling sheave shaft 44 at 48. The ends 49 of the bars 46 are provided with openings 50 adapted to accommodate pins 51. Pockets 52 are formed in the main frame 10 and are adapted to receive the ends 49 of the load girt 45. The pockets are provided with vertical slots 53 of sufiicient width to accommodate the pins 51. Normally the load girt 45, carrying the greater portion of the load by reason of the sheaves 43, is suspended or floated on the pins 51 which are supported in the bottom of the slots 53 of pockets 52. The load girt is not therefore normally in supported contact with the main frame 10 except through the pins 51. However, should the drum 30 overtravel to cause the load to bear upwardly against sheaves 43, around which the load supporting cable is being passed in its travel to the drum 30, the upward pull on the sheaves 43 will raise the load girt 45 with the load, pins 51 being guided upwardly in the slots 53. The trolley frame is thus relieved of any sudden shock caused by an overtravel of the load. The weight of the load girt and the strain on the motor 22 due to the overtravel will gradually increase the load on the .motor to avoid any injurious sudden stresses and strains in the trolley frame.

As shown in Figures 7 and 9 the webs 54 and 55 respectively reinforce the main frame of the trolley in the plane of the supporting trolley wheels, the webs being formed with overhanging bearing portions 18 having surfaces 56 lying in the plane of the surfaces 24, 25 of the gear casings whereby the surfaces may be machined in a single operation without relatively adjusting the tool and main frame.

As shown in Figures 8 and 10 the gear casings are likewise provided with overhanging bearing portions 19 and 20 having surfaces 57 lying in the plane of surfaces 56. The bearings 18, 19 and 20 open downwardly whereby the weight of the load and trolley frame is supported by the projections 15, 16 and 17. Gear casings 11 and 12 open downwardly from their upper surfaces 24 and 25.

It will be noted that the trolley embodying the foregoing features of my invention affords a very rigid structure, easily machined and readil assembled. Accurate alignment of all sha ts is maintained by reason of the unitary structure and a reduced number of steps is involved in the manufacture of the trolley by reason of the aligned bores of the gear casings and trolley wheels having their surfaces in a common plane. A further advantage derived from the invention resides in the manner in which the various shafts are located in a common plane thereby affording unusually low head room permitting location of the trolley close to the ceiling. All the gears and shafts are also readily accessible for inspection or repair from above the trolley. A further important feature of the invention resides in the provision of the load girt floated on supporting pins in order to absorb the shock of overtravel of the load.

While it is believed that from the foregoing description, the nature and advantages of my invention will be readily understood, I desire to have it understood that I do not limit myself to what is herein shown and described and that such changes may be resorted to when desired as fall within the scope of the claims.

lVhat I claim as my invention is 1. In a trolley, a frame, a load girt, movably mounted on the frame and directly supporting the load and means responsive to an overtravel of the load for moving the load girt.

2. In a trolley, a frame provided with a plurality of slots, a load girt having a plurality of pins adapted to normally support the load girt at one end of the slots, and means responsive to an overtravel of the load for moving the load girt with respect to the frame, the pins of the load girt being guided in the slots of the frame.

3. In a trolley, a frame having a plurality of pockets and slots adjacent the pockets, a load girt having a plurality of end portions projecting into said pockets, said end portions having pins adapted to normally support the load girt at one end of the frame slots and means responsive to an overtravel of the load for moving the load girt with respect to the frame, the load girt pins being guided in the frame slots.

4. In a trolley, a frame, a load girt movably mounted on the frame, a pair of sheaves journalled upon the load girt and cooperating therewith to directly support the load, and means responsive to an overtravel of the load for relatively moving the frame and load girt.

5. In a trolley, a frame, a load girt vertically guided in the frame, and a sheave journalled upon said load girt and cooperating therewith to directly support the load.

6. In a trolley, a movable trolley frame, a load girt comprising a pair of longitudinally extending bars movably mounted in said frame, and a pair of cross bars connecting said longitudinally extending bars, and a sheave journalled in said cross bars.

7. In a trolley, a frame, a load girt mounted in saidframe and movable therein between certain predetermined points, and means responsive to an overtravel of the load for moving the load girt in said frame.

8. In a trolley, a frame, a load girt movahly mounted'on the frame, a sheave mounted on the load girt, and means responsive to an overtravel of the load for relativelymoving the frame and load girt.

In testimony whereof I alfix my signature.

WILLIAM ROBERTSON. 

